EP2013576B1 - Procédé de préparation et d'affichage de la navigation pour le dilemme du marin pour remonter au vent - Google Patents

Procédé de préparation et d'affichage de la navigation pour le dilemme du marin pour remonter au vent Download PDF

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Publication number
EP2013576B1
EP2013576B1 EP07719528.7A EP07719528A EP2013576B1 EP 2013576 B1 EP2013576 B1 EP 2013576B1 EP 07719528 A EP07719528 A EP 07719528A EP 2013576 B1 EP2013576 B1 EP 2013576B1
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Prior art keywords
tacking
destination
speed
optimal
distance
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EP07719528.7A
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German (de)
English (en)
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EP2013576A1 (fr
EP2013576A4 (fr
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Craig Summers
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/20—Instruments for performing navigational calculations
    • G01C21/203—Specially adapted for sailing ships
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B49/00—Arrangements of nautical instruments or navigational aids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06G—ANALOGUE COMPUTERS
    • G06G1/00—Hand manipulated computing devices
    • G06G1/0005—Hand manipulated computing devices characterised by a specific application
    • G06G1/0052—Hand manipulated computing devices characterised by a specific application for air navigation or sea navigation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B2035/009—Wind propelled vessels comprising arrangements, installations or devices specially adapted therefor, other than wind propulsion arrangements, installations, or devices, such as sails, running rigging, or the like, and other than sailboards or the like or related equipment
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport

Definitions

  • This invention provides a method to solve the long-standing sailor's dilemma of defining a navigational route with the best tradeoff between speed and distance when sailing upwind, in order to obtain the shortest Tacking Time to Destination (TTD).
  • TTD Tacking Time to Destination
  • VMG Velocity Made Good
  • the methods disclosed here predict travel time, allow the current and optimal routes to be plotted and understood visually, and can be conveniently calculated without boat movement and trial and error route testing.
  • the methods disclosed make the current generation of GPS chartplotters more useful for sailors.
  • TTD Time to Destination
  • Sailboat manufacturers sometimes create velocity prediction plots showing boat speed on different points of sail relative to the wind. However, this is only part of the information needed to determine the optimal Tacking Time to Destination.
  • tactical compasses that help to maintain the same angle to the wind when tacking.
  • these units are expensive and require several boat tacks to calibrate with the wind, every time they are used. They also assume that the fastest way to get to a destination is simply to go as fast as possible, which is not always true. They are also limited to showing the sailing angle for maximal boat speed, rather than any distance information, travel time, or logic regarding minimizing the travel time to the destination.
  • WO 02059636 is a navigation aid which provides tacking information for a sailor who prefers to sail at 45 degrees angle to thefound.
  • Trigonometric tables may not have been widely available in the golden age of sail up to the 19th Century. With motorized shipping the issue of minimizing Tacking Time to Destination had less practical importance. Within the last decade, satellite phones have become widely accessible for web, email and telephone access at sea. Similarly the Global Positioning System (GPS) has become widely available beyond military applications and has displaced the sextant and celestial navigation for offshore cruising. Although trigonometric calculations can be made from GPS positions, current standards for navigation software and GPS chartplotters still seem to be designed for motorized naval vessels. GPS chartplotters assume that parameters like distance to destination and estimated time of arrival should be calculated as the crow (or seagull) flies, based on the shortest straight line to the destination.
  • GPS Global Positioning System
  • GPS receivers and chartplotters offer a range of information and calculations for: location, elevation, estimated time of arrival (ETA), boat speed, distance to destination. These types of parameters can be displayed in a variety of interfaces showing steering down a road, a series of gauges, an aerial view of a chart, or a 3D scene model, for example.
  • ETA estimated time of arrival
  • VMG Velocity Made good
  • VMG also does not predict tacking time to destination or indicate the distances required. It is only a speed measure, not a heading that can be displayed and evaluated on an overview or chartplotter before a trip.
  • a convenient system is needed to calculate and display the optimal route ahead of time, showing the angles, distances and travel time involved in different tacking routes. It should also be possible to define the optimal route, particularly where there is a counter-intuitive tradeoff such as a need to travel farther to arrive sooner (because of greater speed off the wind). Finally, it should be possible to determine and display the travel time, distance and heading angles for the current route in comparison to the optimal route.
  • a system is described here to conveniently determine and display the optimal heading before leaving with no trial and error.
  • the method disclosed evaluates tradeoffs between tacking distance and speed on different points of sail, to minimize the Tacking Time to Destination (TTD).
  • TTD Tacking Time to Destination
  • An experienced sailor may be able to judge the wind direction and may know the speed of the vessel and the distance to the destination. But even with all of this information, there are few if any clues that make the judgment of the optimal heading intuitive. And heading either slightly upwind or downwind of the optimal heading could add substantially to the arrival time.
  • the method disclosed here uses information on wind direction and polar plots for speed on different points of sail to define and compare different routes ahead of time.
  • a further innovation is the ability to plot the different routes on an aerial photo, a chartplotter or a schematic diagram. This makes it clear that although a particular route may be a farther distance, the arrival time is faster because of the larger boat speed.
  • the method disclosed here can define the distance, speed and tacking time to destination for the current route, and compare this to the optimal route with a display of the routes and numerical data on distance, speed and travel time. This method is designed to be convenient and quick as well, and does not require actually sailing a variety of courses to determine the best route by trial and error.
  • FIG. 1 A schematic diagram of a typical route is shown in Figure 1 .
  • the boat starts at the Current Position and wants to go upwind to the Target.
  • a sailboat cannot head straight into the wind. If it went straight along the black line (called the Rhumb Line), it would have little wind power and substantial wind resistance, perhaps reducing the boat speed to 2 knots. If is 10 nautical miles to the Target going the most direct route would take 5 hours.
  • the sailboat could take the dotted line heading off the wind. This produces lift in the sails and good boat speed (e.g., 8 knots). But now the boat has to go a longer distance (although the distance is difficult to define mentally because it requires trigonometric calculations). Perhaps the distance is now 20 nautical miles. If the boat needs to go 20 nautical miles at 8 knots, it will now take 2.5 hours to finish -- half the time required along the more direct rhumb line.
  • the tacking distance is the same if the same angles are maintained, regardless of the length of each leg. There can be many short legs or just two long legs on the same headings, and the distances will remain constant.
  • the lines for the two different tacking routes (dotted and solid) are of equal length.
  • the method disclosed here automates the process of calculating the Tacking Time to Destination and adds one further step.
  • a heading that produces a faster Tacking Time to Destination, it is not clear whether this is the optimal heading to minimize the travel time. This requires calculating TTD for many possibilities to determine which has the smallest value. Again, not something that can be done mentally with any accuracy, particularly while also looking after sailhandling.
  • the object of the present invention is therefore to provide a convenient method for calculating Tacking Time to Destination and determining the optimal heading for minimizing this time.
  • This invention resolves a long-standing dilemma in seafaring, to quickly determine the optimal sailing heading.
  • a further advantage of this invention is its use with novice sailors. beginnerers often have trouble estimating where the wind is coming from, and how to set the sail at one angle to the wind, independent of the boat's heading. It is also not intuitive to some learning sailors that you can sail into the wind, and that a sailboat could in principle go faster than the wind (since modern sails are powered by lift on most points of sail, and are not simply pushed by the wind). For training the beginning sailor before they set off on their own, it would be useful to be able to illustrate the tradeoff between heading upwind to the target and heading off the wind, and to demonstrate the optimal route for minimizing the Tacking Time to Destination.
  • the software could also have a graphical user interface such as showing routes on a chart display, on an aerial photo, on a GPS chartplotter or within a navigable 3D scene model -- any of which could illustrate the directions, speeds and distances involved.
  • a preferred embodiment is shown in Figure 2 , where the directions are shown on a compass face.
  • the user it is possible to give the user the option of specifying the graphic used in the background such as a compass or a chart, for example.
  • the preferences can be set for North Up or for Heading Up if the routes are displayed.
  • the user's location is assumed to be at the center of the compass.
  • the destination is indicated by a large dot on the edge of the compass.
  • the direction the wind is coming from is indicated by a line with a small arrow that moves around the compass pointing inward at the center.
  • the user In order to determine the Tacking Time to Destination (TTD), the user provides the direction to the destination (the "bearing"). To get the TTD in hours rather than just a relative indicator of the optimal heading, the rhumb line distance to the destination can also be provided. The user must also provide the angle of the wind. From this information, the optimal heading can be calculated to minimize the Tacking Time to Destination. If the user wishes to compare their Current Course, they can also provide their heading. Then, in this preferred embodiment, the software calculates and displays the speed, distance and travel time for the current route and the optimal route. In the preferred embodiment as shown in Figure 2 , the current course information is shown on one side in one color, and the optimal course is shown for comparison on the other side of the screen, in a different color. Any time the user changes one of the parameters, the calculations are re-done instantly and the display is updated.
  • the tacking angles for the current and optimal routes are also illustrated. These are shown in colors matching the text for the current and optimal routes, to make it clear which route is which.
  • the user can see the direction to the target destination, and the angles and tacking in the current and preferred route. It should be immediately apparent which route is shorter, and which route is farther off the rhumb line, although the speed on each route will need to be accounted for to determine which has the fastest Tacking Time to Destination. The user can compare all of this information for their current and optimal routes to see if their intended route is good, or how much longer their chosen route would take.
  • the user can compare the Tacking Time to Destination in hours and minutes, the distance in nautical miles, and the boat speed in knots. Although the preferred embodiment uses these units because they are common in marine navigation, other measures of distance and speed could also be used.
  • Tacking Distance D * (sin( ⁇ + ⁇ ) + sin( ⁇ - ⁇ ))/sin( ⁇ -2 ⁇ ). If the boat speed on each leg is the same, then the overall tacking distance on the legs divided by the speed gives the Tacking Time to Destination. However, in the preferred embodiment disclosed here, we take a more generic approach that assumes that the speeds could be different on each leg.
  • the computer program in the preferred embodiment shows separate data for the first leg and the second leg.
  • Figure 2 it can be seen that pairs of numbers are shown for the heading, speed and distance on both the current and optimal routes. The first number in each pair is for the first leg, and the second number is for the second leg of the trip.
  • two legs are used for illustration in this preferred embodiment, although the distances and angles are not changed by tacking through more than two legs, other things being equal.
  • TTD travel time
  • this preferred embodiment also requires data on boat speed to predict the Tacking Time to Destination.
  • boat speed is a function of the angle between the heading and the wind.
  • Polar plots are often empirically defined by manufacturers for speed on different points of sail. Speed functions vary with different wind speeds, and also with other variables such as sea conditions and the boat's length. We therefore assume that the Tracking Time to Destination is calculated based on speed and distance, other things being equal.
  • sailboats with keels have displacement hulls and have a maximum hullspeed defined by their length.
  • TTD calculations can also be made for planing hulls, and relative improvements in route can be determined without specific data on hullspeed or distance.
  • the invention disclosed here does not rely on these particular values, but on the principle that boat speed varies on different angles to the wind, and that this must be taken into account in calculating Tacking Time to Destination.
  • a function rather than a table of discrete values could also be used. Real-time data could be obtained for angle to the wind and boat speed, although this would require trial-and-error testing of different headings to determine the speed function, effectively defining a new polar plot en route.
  • TTD Relative Tacking Time to Destination
  • TTD is defined by a tradeoff between the distance the boat has to travel, and its speed. Ironically, as it turns away from the target, when traveling into the wind, their speed increases. So the question is what is the optimal balance of speed and direction to get the lowest TTD.
  • hullspeed maximum speed
  • percent of hullspeed is used as a default. If data is provided on the boat's waterline length, the absolute hullspeed can be calculated.
  • the software uses a look-up table such as (but not restricted to) the values in Figure 4 , to determine percent of hullspeed or a specific speed prediction if the waterline length is known, as a function of angle to the wind. This allows relative speed to be converted to speed in Knots (nautical miles per hour) or other units. Experts familiar with naval architecture will know that there is a standard formula for maximum hullspeed in knots, which is 1.34 times the square root of the boat's waterline length. Although this is used in the preferred embodiment, the invention is not limited to this formula for calculating maximum boat speed for displacement, planing or semi-planing hulls.
  • the methods disclosed here calculate the travel distance for different tacking angles and the boat speed in relation to the angle to the wind. In accord with the objectives of the present invention we then combine the speed and distance in a ratio to calculate the relative or absolute Tacking Time to Destination.
  • TTD information there are a number of methods that could be used to display TTD information to the user.
  • the preferred embodiment shown in the screen shot of computer software in Figure 2 there are boxes into which the user can enter specific information on wind direction and bearing to destination. While that is a preferred embodiment, it would also be possible to have the user click on a space on the screen to indicate directions, or to have them drag arrows on-screen.
  • Various methods of data entry are possible, any of which could be used with the method disclosed here for calculating the Tacking Time to Destination.
  • the programming language in which the software is written could be java or javascript to allow operation in a web browser.
  • the software could be contained in an executable file using a language such as C, C++ or C# to run on a variety of personal computers.
  • the software could also be packaged within a GPS unit, or could be in a Dynamic Link Library (DLL) to allow use by other companies or programs.
  • DLL Dynamic Link Library
  • FIG. 5 Another example is to manually enter the bearing and wind angle using adjustable gauges, in a plastic or mechanical device such as the one shown in Figure 5 .
  • the dials are rotated. Two dials are used, one for wind direction and one for bearing direction to destination. Beneath the dials is a straight line representing the boat's heading (shown with hash marks in Figure 5 ). This line can optionally have an index of arbitrary units for calculating relative TTD. But whether a unit scale is shown or not, the TTD values are arranged along this scale with the lowest TTD at the center, and larger TTDs towards the outer edge of the circle.
  • the lines on the dials are based on the polar velocity prediction plots for speed and the trigonometric calculations for tacking distance discussed above. More precise lines could be drawn that do not change the principle of the example being illustrated here. But the general functions on each dial (shown separately in Figure 6 ) is that they are curved to show increases in sailing time based on where they cross the vertical heading line when rotated. When the boat is headed away from the direction of the destination, the line on the dial crosses the vertical heading line farther out from the center of the dial, indicating that the TTD will increase. Similarly, there is a U-shaped function for the effects of wind angle on boat speed. When heading too close to the wind, the Relative TTD is largest. Like a polar plot, as the boat heads off the wind and gets maximal lift, this dial shows when the maximum speed is incurred based on polar plot data or a look-up table such as that in Figure 4 .
  • the two dials are shown off of the larger background in Figure 6 . Part of the top dial has been cut away so that both can be accessed to manually rotate.
  • the preferred example is to place the scales for trigonometric distance and sailing speed on different points of sail directly onto the rotating dials. Then, when the distance dial is turned (the one with the straighter line, on the lower half of Figure 6 ) an exact distance is shown where the line on the dial crosses the straight, vertical heading line (shown with hash marks on Figure 5 ). When the speed dial is turned with the U-shaped line (upper dial in Figure 6 ), the exact boat speed would be indexed where the vertical heading line is crossed. To define the speed-distance tradeoff, the quotient of distance over speed is then taken. This is one division that must be calculated manually or mentally, if the actual travel time in hours is desired for that leg of the trip.
  • a plastic device such as the prototype shown in Figure 5 could be manufactured inexpensively, while being portable, weatherproof, mounted or handheld. It could also operate in a pitching boat, and would not require electricity or GPS. Because it can be used without writing down any calculations, it is most convenient to use for getting the optimal heading on only one tack, and then to reuse it for the subsequent tack. It would allow the sailor to quickly define the tack heading to optimize the Tacking Time to Destination.

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Claims (14)

  1. Procédé de détermination de la durée de trajet en louvoyage (TTD - Tacking Time to Destination) optimale en comparant les vitesses et distances de louvoyage pour un voilier entre une position en cours et une position d'arrivée pour différents trajets possibles afin de réduire autant que possible la TTD, ledit procédé comportant:
    a) l'estimation des distances entre une position en cours et une destination demandant de louvoyer sur différents trajets possibles en se fondant sur les fonctions suivantes relativement aux segments de louvoyage Segment 1 = D * sin(α+ω)/sin(π-2α) pendant la bordée 1 et Segment 2 = D * sin(α+ω)/sin(π-2α), dans lesquels D représente la distance séparant la position en cours et la position cible directement sur la loxodromie, α représente l'angle de cap (s'écartant du relèvement vers la destination) et ω représente l'angle entre le sens du vent et la loxodromie;
    b) l'estimation de la vitesse du bateau sur les segments de louvoyage entre une position en cours et une position d'arrivée relativement à différents trajets possibles en fonction de données dans des tracés en coordonnées polaires ou des tables de correspondance en fonction de la vitesse du vent, du sens du vent et de la vitesse de coque;
    c) l'estimation de la durée de trajet en louvoyage en divisant la distance sur chaque segment par la vitesse sur ce segment, la somme des quotients produits donnant la durée de trajet en louvoyage globale pour les différents trajets possibles ;
    d) l'évaluation du trajet optimal permettant de réduire autant que possible la durée de trajet en louvoyage en déterminant une distance et une vitesse relativement à chacun des différents trajets possibles et en trouvant le trajet offrant la plus courte durée de trajet en louvoyage.
  2. Procédé selon la revendication 1, dans lequel un classement du trajet relatif optimal peut être déterminé en se fondant uniquement sur l'angle de vent et relèvement vers la destination.
  3. Procédé selon la revendication 1, dans lequel une estimation plus précise de la durée de trajet en louvoyage en heures et en minutes peut être définie si des données supplémentaires relatives à la longueur du bateau sont disponibles.
  4. Procédé selon la revendication 3, dans lequel des estimations concernant la vitesse et la distance peuvent être calculées aussi bien pour l'itinéraire en cours que pour l'itinéraire optimal.
  5. Procédé selon la revendication 1, dans lequel une fonction ou une table de correspondance peut être employée pour estimer la vitesse de coque en pourcentage sur différentes allures en fonction soit de tracés généraux de vitesse polaire soit de tracés en coordonnées polaires spécifiques pour un bateau donné.
  6. Procédé selon la revendication 1, dans lequel la durée de trajet en louvoyage (TTD) peut être évaluée pour chaque bordée différente possible afin de choisir l'itinéraire offrant la durée de trajet en louvoyage la plus courte, dans lequel un algorithme peut être employé pour réduire le nombre de calculs, en calculant la TTD sous de larges intervalles avant de préciser pour des itérations sur des itinéraires plus spécifiques une fois que l'on a obtenu les intervalles offrant les TTD les plus courtes.
  7. Procédé selon la revendication 1, dans lequel les segments des trajets de louvoyage en cours et optimaux sont affichés sur un traceur de cartes GPS indiquant les deux itinéraires, les distances, vitesses et durées de trajet (TTD) pour chacun d'eux.
  8. Procédé selon la revendication 7, dans lequel, lors de l'affichage des trajets de louvoyage en cours et optimaux, les deux itinéraires différents sont codés selon une certaine couleur ou toute autre différence en matière de style, avec des données chiffrées et textuelles permettant une comparaison visuelle simple entre l'itinéraire en cours et l'itinéraire optimal.
  9. Procédé selon la revendication 7, dans lequel, lors de l'affichage des trajets de louvoyage en cours et optimaux sur un traceur de cartes GPS, les segments de chaque bordée peuvent être symétriques ou non, les données relatives à chaque segment étant présentées séparément.
  10. Procédé selon la revendication 1, employant des prévisions de distances et des vitesses pratiques issues de tracés en coordonnées polaires actuels avant un voyage.
  11. Procédé selon la revendication 10, dans lequel les données actuelles relatives au sens du vent et les tracés en coordonnées polaires actuels sont employés pour prédire la vitesse plutôt que d'utiliser le déplacement effectif du bateau pour déterminer le compromis cap/vitesse (VMG - velocity made good) de manière empirique pendant le voyage.
  12. Procédé selon la revendication 1 ou la revendication 10, dans lequel les itinéraires possibles sont affichés sur des photographies aériennes, des traceurs de cartes ou des diagrammes schématiques pour indiquer les distances ou les distances relatives, les angles de navigation et la vitesse sous différentes allures.
  13. Procédé selon la revendication 12, dans lequel le tracé des itinéraires permet de visualiser de manière intrinsèquement claire que, bien qu'un angle de louvoyage donné soit plus long et davantage hors-trajet, il sera prédit, avant même le départ, qu'il offre une moindre durée de traversée en raison de la vitesse sur ce cap.
  14. Procédé selon la revendication 1 ou 10, dans lequel, en comparant les distances de louvoyage et les vitesses pour des voiliers, des prévisions en matière de vitesse, distance et durée de traversée peuvent être affichées relativement à l'itinéraire en cours en comparaison à l'itinéraire optimal pour une analyse univoque et pratique avant le voyage.
EP07719528.7A 2006-04-12 2007-04-12 Procédé de préparation et d'affichage de la navigation pour le dilemme du marin pour remonter au vent Not-in-force EP2013576B1 (fr)

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US79160006P 2006-04-12 2006-04-12
PCT/CA2007/000600 WO2007115411A1 (fr) 2006-04-12 2007-04-12 Procédé de préparation et d'affichage de la navigation pour le dilemme du marin pour remonter au vent

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EP2013576A1 EP2013576A1 (fr) 2009-01-14
EP2013576A4 EP2013576A4 (fr) 2012-03-07
EP2013576B1 true EP2013576B1 (fr) 2015-07-29

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AU2007236513A1 (en) 2007-10-18
US20090287409A1 (en) 2009-11-19
US8135504B2 (en) 2012-03-13
EP2013576A1 (fr) 2009-01-14
AU2007236513B2 (en) 2014-04-17
EP2013576A4 (fr) 2012-03-07
WO2007115411A1 (fr) 2007-10-18

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